2017 Porsche 911 GT3 new car review

Porsche's road racer now comes with a choice of gearboxes; which one is best?

STARTING PRICE

$345,267

BASIC SPEC

2017 Porsche 911 GT3 new car review

28 Apr 2017Greg Kable

Purists were up in arms when Porsche launched the then new 911 GT3 exclusively with a paddle shift equipped dual clutch gearbox in 2013.

"It's fundamentally improved, but has lost the very basis of its appeal," they decried when demanding a return of a traditional six-speed manual gearbox, which had been a mainstay of the race track honed rear-wheel drive coupe since its introduction to the German car maker's line-up back in 1999.

Four years and countless discussions later, Porsche has effectively defused the situation by offering its successor, the faceflifted 2018 model, with the choice of two gearboxes in the form of an updated version of the seven-speed dual-clutch unit that has so riled the traditionalists and, following its debut in the limited volume 911 R last year, a newly developed six-speed manual gearbox in the model driven here.

And just to make sure it is not found favouring one or the other in any way, it has pitched them both at the same $327,100 (plus on-roads) price, or some $60,200 under the four-wheel drive 911 Turbo.

"We probably got a little too complacent," says the refreshingly candid head of GT car development, Andreas Preuningier, when describing the events that led to Porsche dumping the manual in the 911 GT3 the first place. "Development was heavily focused on track times, and in that respect the dual clutch gearbox was the preferred choice back then."

This car, he hopes, will silence the critics. Not only does it pack a more powerful engine but also offers the much sought after manual gearbox and mechanical locking differential in place of the electronically controlled unit that comes combined with the dual clutch gearbox. A traditional set-up, then. But as we're about to discover, it's also all the better for it as long as you're not intending to be track bound too often.

There's no doubting the intent of the new 911 GT3. This is a serious track focused car that primarily exists to homologate various components and its aerodynamic package for Porsche's motorsport activities, and it is not backwards in conveying it. One quick glance is sufficient to tell you it sits a good deal higher on the performance ladder than the 911 Carrera S, with which it shares a number of aluminium body panels.

For a start, it gets a unique and rather aggressively styled polyurethane front bumper that weighs less than before and features a more prominent splitter element that is claimed to slice the air more efficiently as well as a quartet of restyled air ducts that serve to cool the front mounted radiators and brakes. The rear bumper, too, is uniquely styled with typical function-over-form modifications, including additional vertical cooling ducts incorporated on each corner to draw hot air away from the engine bay. From above, you also notice changes to the engine lid, which receives two new shaped air ram ducts and cooling vents.

The signature design element, however, remains the rear wing. Drawing on more up-to-date aerodynamic data gathered while testing the 2017-model-year 911 GT3 in the newly commissioned wind tunnel on site at Porsche's R&D centre near Stuttgart in Germany, it has been lightly restyled. It is also now mounted 20mm higher and 10mm further back than before in a move aimed at more successfully harnessing its downforce inducting qualities.

What you can't see unless you get down on your hands and knees is the reworked under body. Adapted from the 911 R, it differs from that used by the old 911 GT3, with modifications to the so-called vortex generators and rear diffuser that Preuninger claims contributes to a massive 20 per cent increase in downforce on the rear axle. There's now 155kg more downforce at the top speed of 320km/h.

With a nominal 25mm reduction in ride height over lesser new 911 models and running standard 20-inch wheels shod with 245/35 profile front and significantly wider 305/30 profile rear Michelin Pilot Sport Cup 2 tyres, the new Porsche looks properly hunkered down with the sort of wide track stance and exaggerated wheel camber that wouldn't be out of place in the Le Mans pitlane.

Lowering yourself down into the cabin requires some degree of flexibility owing to the firm and rather high-set sides to the optional carbon fibre backed racing seats that carried over from the old model and fitted our test car. Once settled, though, you'll find a truly inviting driving position that continues to afford a marvellous view over the top of shapely front fenders and the road ahead.

Among the other subtle differences separating the 911 GT3 from other 911 models is an Alcantara-trimmed steering wheel modelled on that originally used by the 918 Spyder. Devoid of any buttons, it's beautifully proportioned and classically round in shape. In the name of weight saving, the rear seats are also removed. Despite the addition of some new structural elements within the body, Porsche claims the new model is no heavier than before. Choose the optional Clubsport package and you also get a roll cage, six point seat belts, fire extinguisher and preparation for a battery disconnect switch.

The naturally-aspirated 4.0-litre version of Porsche's classic flat six-cylinder powerplant used by the new 911 GT3 is known internally under the codename 9R1.5 and related to the similarly sized unit used by the 911R. However, it adopts a number of new developments, including friction reducing plasma based cylinder liners, a stiffer crankcase, redesigned cam followers within the rocker bearings and a revised scavenging system for the dry sump that is claimed to reduce oil recirculation by over 40 per cent.

With the forged pistons, titanium connecting rods, VarioCam variable valve control system and a 200bar direct injection system from the race engine that powered the Porsche 911 RSR to victory in this year's Daytona 24 hour endurance race, it kicks out 18kW and 20Nm more than the 3.8-litre unit from the previous 911 GT3, increasing the new-for-2017 model's overall reserves to 368kW at 8250rpm and 460Nm of torque at 6000rpm. Unlike the engine used by the 911 R, though, it forgoes a single mass flywheel in favour of a dual mass flywheel.

Mounted on dynamic engine mounts that stiffen as revs rise to help dampen load change, the new engine revs to a stunning 9000rpm before the ignition cut out is triggered. Porsche claims it rockets the manual version of the new 911 GT3 to 100km/h from standstill in 3.9sec, which is some 0.5sec slower than it quotes for the new dual clutch version, on the way to dispatching it to 200km/h in 11.4sec.

There's a hard hitting clap of exhaust accompanied by a familiar metallic thrash from the engine itself at start-up. The internal action of the engine send pulses through the body at idle, further adding to the sensation that the 911 GT3 really is more of a race car tuned for the road than a road car developed for the track.

Easing out of the airport parking lot onto the open road in comfort mode, the ride feels more controlled than I remember on the old model, especially in terms of small bump compliance. As part of Porsche's efforts to make the 911 GT3 a more agreeable long distance road car, its adjustable dampers, which offer the choice between comfort and sport modes, have been modified to provide what Preuninger describes as a wider operating range.

It's still quite sensitive to road noise, though. In fact, with less sound deadening material concentrated in the area around the rear bulkhead in an effort to retain the same weight as the predecessor model, there is now more tyre roar than before. Thankfully, though, it's more often than not drowned out by the wonderful bass driven intensity of the exhaust, which remains a true highlight of any journey in the new Porsche.

The new engine is slightly different in character to the old 3.8-litre unit. The increased torque, which arrives 250rpm earlier than before, contributes to greater urgency through the mid-range when you're really on it in second, third and fourth gears. The new 4.0-litre mill also feels more eager across the final 2000rpm, where Preuninger says the added rigidity of the crankcase and other stiffening measures made to the block come into play. They're mere nuances. However, they represent progress, making the new 911 GT3 even more effective than ever before.

The Autopista on-ramp appears and the fluids and internals of the engine suitably warmed. I let rip and within one up-shift we're hauling well beyond the posted speed limit. At around 4000rpm, a flap in the exhaust opens up, further elevating the intensity of the exhaust note. The sheer response of the new engine is breathtaking, as is its ability to accept revs. The traffic thins out sufficiently for another surge, this time past the point where peak torque is delivered and on to 7000rpm.

While the exhaust note is quite magnificent, it is the blare of induction concentrated over your shoulder towards the rear wheelarches that is really special. It builds in two distinct stages, firstly at 3800rpm and then again at 6800rpm. Despite that, the delivery up high is uncannily linear . . . and there's still a further 2000rpm to play with.

It's not until you find a suitable stretch of road – one that allows you to peg the throttle back for longer periods and run at least two gears all the way redline in succession - that the full mind-blowing effect of the 911 GT3's upgraded engine plays out in full. When it does, you need to be properly prepared. The heady rush of acceleration accompanied by a frenzied flood of revs that ensues demands your full attention. Not because, the new Porsche is unruly in a straight line in any way. No, the upgraded aerodynamic package ensures it keeps tracking in highly determined fashion. However, the final crescendo up to 9000rpm scrambles your senses as the cabin is engulfed with a maddening combination of wind, engine, road, induction and exhaust noise.

Playing support to the 911 GT3's new engine is its new gearbox. It's the first manual available since the second generation model ceased production back in 2011, and quite possibly the best ever. The six-speed Getrag produced unit, brought over from the 911 R, weighs 17kg less than the seven-speed dual-clutch gearbox, reducing the new Porsche's kerb weight to 1413kg and marginally improving its overall power-to-weight ratio in the process. The two gearboxes share the same first, second, third and fourth gear ratios, with fifth and sixth being more heavily overdriven in the manual than the self shifter which has one more gear. They also receive the same 3.76:1 final drive ratio.

First impressions are extremely positive: the dual-plate clutch is predictably firm and has a very defined friction point indent. The gear lever, quite short and conveniently positioned just a hand's span away from the steering wheel, also boasts a superb action, with a heavily spring loaded feel in both the horizontal and vertical planes. There is an engaging snappiness to each gear change, though the new 911 GT3's manual gearbox requires some heft and determination from the driver, especially on the up-shifts, before delivering its best. There is a tiny bit of slack as you come out of each gear, but the inherent precision you encounter with the engagement of the following ratio means you can hurry it across the gates at high revs without any fear of it baulking.

When you dial up Sport mode, the gearbox software will blip the throttle to provide perfectly rev-matched downshifts. Paradoxically, it is arguably more involving in Comfort mode, where you're left to your own devices. The relatively wide spacing of the ratios requires you to be quite explicit on each blip, but get your heel-and-toe action right, and you are richly rewarded. Applying this understanding to the way you drive the manual version 911 GT3 is crucial to unlocking its performance potential on challenging roads, providing you with the feeling that you're not just controlling the action but are an intricate part of it, too. One thing's for sure: it is far more fulfilling than a simple flick of your finger on a steering wheel mounted paddle, as required by the dual-clutch gearbox.

The outgoing 991.1 designated 911 GT3 launched in 2013 was the first of its kind to receive electro-mechanical steering. It also ran up the rear-wheel steering system originally developed for the 911 Turbo. Under 80km/h, the rear wheels are programmed to turn in the opposite direction to those up front for a virtual shortening of the wheelbase and increased agility. Keep your right foot planted and the rear wheels then turn in the same direction as the front above 80km/h for added stability at higher speeds.

The same set-up returns for the facelifted 2017 model, albeit with some fine tuning and tweaks that Porsche claims further elevates the handling prowess of the 911 GT3. The weighting is predictably firm and there is a wonderful line of feedback through the thick grip wheel at all times. It is also deliciously direct off centre and very eager to self centre once.

Our first drive of the new 911 GT3 was on a combination of public roads and a private race track. The handling seems highly sensitive to tyre temperature. On the circuit, it took a couple of laps before it felt ready to deliver its best.

Being the first one out on the track, I was initially concerned by the amount of understeer developed in slower corners. But once some heat was introduced into those standard 245/35 profile front tyres, the front-end grip improved immeasurably, providing it with great feel and the sort of neutral cornering characteristics that we've come to expect from the race track honed coupe at the end of my stint.

Rear-end purchase is also quite spectacular once the tyres are brought up to temperature, enabling it to generate tremendous traction under load. Even with the stability management system switched on, it rarely relies on the electronic safety net, such is the authority those big 305/30 profile tyres and mechanical locking differential have.

The crowning achievement, though, remains the uncanny body control. Few cars at any price are capable of delivering such incredible poise as the new 911 GT3. Hard braking or undulations in the road surface rarely upset the balance, which is simply sublime.

While the 911 GT3 continues to be sold with optional carbon-ceramic discs measuring 400mm up front and 380mm at the rear, the standard steel units, which are 380mm all round with six-pot callipers up front and four-pot at the rear, are beyond reproach, offering unparalleled pedal feel and the sort of ultimate stopping power you'll rarely if ever get close to experiencing on public roads. The new Porsche wipes off big speed with tremendous authority lap after lap, and without any sign of brake fade.

The 911 GT3 is utterly absorbing. Where this new manual gearbox equipped model scores is in its ability to truly involve the driver in a way the double-clutch gearbox touting model ultimately fails to achieve.

In the very best of Porsche traditions, it communicates with very clear and precise lines of engagement, challenging the driver to dig deep into its wonderfully potent seam of performance. When you do, it rises to the occasion with great distinction, rewarding the driver with one of the richest and fulfilling driving experiences you're likely to encounter, either on public roads or on the track.

But as spectacularly good as the manual version of the new Porsche 911 GT3 is – and it really is stunningly effective - I wouldn't recommend it to anyone who intends carrying out an intensive amount of track day running. This is simply because the double-clutch equipped version is faster, both in sheer acceleration terms and where laps times are concerned. No matter who is strapped into the driver's seat, the lightning speed of its shifts and resulting performance cannot be matched by the new manual gearbox, no matter how engaging it is.

Ironically, the decision faced by buyers of the latest 911 GT3 is exactly the same one Porsche faced when it set out to develop the third-generation model. For emotional appeal, there's nothing like the manual version tested here. But in ultimate performance terms, the double clutch model is king.

The simple solution, of course, would be to get two. That way you'd never be disappointed.